Old Maude, Preface - Virtual Railroader

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greater simplicity, efficiency, and reliability. Building on these three factors, the remaining components fall into place: Specifically, the use of third-rail distribution, with its proven reliability, to provide the carrying capacity required by the low voltage; and the design of a locomotive that would exploit the theme of simplicity, efficiency, and reliability to the fullest extent possible. (In support of Sprague's position, the d.c. traction motor has until recently been the de facto standard for today's electric and diesel-electric locomotives.) These above considerations are of paramount importance in any electrification because of the need to write off the project's large initial investment. This was especially true of low-voltage d.c. (with its expensive distribution system), which Sprague characterized as the unequivocal choice for high-density traffic. "The present hope of usefulness of the single-phase system," he said, "is on roads of considerable extent which operate an irregular and sparse traffic, and where only a moderately expensive, or what may be called second-class overhead construction which will keep down the ratio of line investment to that of the balance of the equipment, is tolerable."[8] If Sprague's remark, made in his May 1907 presentation, didn't ruffle a few a.c. feathers, a subsequent remark must certainly have: ----------------------- 8. Sprague, Frank J. Some Facts and Problems Bearing on Electric Trunk-Line Operation. Street Railway Journal. May 25, 1907; 907. ----------------------- But whatever may be the future of single-phase operation under the conditions stated, any present claim for it as preferable equipment for congested service demanding high schedules and great capacity is not worth a moment's thought, for in this field, at least, it cannot touch the direct-current system.[9] ----------------------- 9. Sprague, Frank J. Some Facts and Problems Bearing on Electric Trunk-Line Operation. Street Railway Journal. May 25, 1907; 915. ----------------------- The success, if not also the ultimate validity, of Sprague's approach has been borne out by the durability of the Central's electrification and the S-motors in particular. The installation is
still in operation and the last of the S-motors survived till the early eighties, after nearly eight decades of virtually troublefree day-in and day-out service. Alfred Barten, 16 January 1993. This is the second part of an article written in 1992 for Electric Lines magazine, just before it ceased publishing. Parts: <strong>Preface</strong> | First | Second | Third | Fourth | Fifth | Sixth | Notes ©1998, 2001 Alfred Barten. All rights reserved.
Page 1 and 2: America's first high-speed electric
Page 3 and 4: ©1998, 2001 Alfred Barten. All rig
Page 5 and 6: little difficulty in persuading my
Page 7 and 8: unforgettable moment, I stood along
Page 9 and 10: Alfred Barten, 16 January 1993. Thi
Page 11 and 12: Chief Engineer William J. Wilgus, a
Page 13: itself at the cutting edge of railr
Page 17 and 18: The motor's fields were placed in t
Page 19 and 20: © 2001 Alfred Barten. Electrically
Page 21 and 22: and subway rapid transit operations
Page 23 and 24: 20. High-Speed Electric Locomotive
Page 28 and 29: undoubtedly due to the excessive sp
Page 30 and 31: Interestingly, Bruce, writing in 19
Page 34: were redesignated S. This was the s
Page 37 and 38: Number 121 at Mott Haven Yard, June
Page 39: 1904; 900. 20. Ibid; 900. 21. The N

Old Maude, Preface - Virtual Railroader

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